Adjustable bulkhead



April 6, 1954 J. F. KERBAUGH ET AL ADJUSTABLE BULKHEAD 4 Sheets-Sheet 1Filed May 29, 1950 F/Q/Z 7/ April 5, 1954 Fi led May 29, 1950 J. F.KERBAUGH El AL ADJUSTABLE BULKHEAD 4 Sheets-Sheet 2 April 6, 1954 J. F.KERBAUGH EI'AL 2,674,207

ADJUSTABLE BULKHEAD Filed May 29, 1950 4 Sheets-Sheet s April 6, 1954 J.F. KERBAUGH ET AL 2,574,207.

ADJUSTABLE BULKHEAD Filed May 29, 1950 4 Sheets-Sheet 4 Patented Apr. 6,1954 ADJUSTABLE BULKHEAD Joseph F. Kcrbaugh, Bryn Mawr, and Malcolm D.Kerbaugh and Paschal W. Barr, Haverford,

Application May 29, 1950, Serial No. 165,008

25 Claims. (Cl. 105-376) This invention relates to bulk head structuresfor use in railway and other cars or vehicles to support shipments ofmerchandise in full or lessthan-carload lots and to minimize the lossesarising from damage in transit.

In the shipment of merchandise by rail or other cars or vehicles it isnecessary, for economy of floor space, to stack the goods, eitherpackaged or unpackaged, in the car. Such stacks are frequently unstableand tend to disintegrate in transit due to the uneven and irregular carmovements. Losses arising from breakage of shipment goods from thiscause extends into the millions of dollars over the course of a year.

In order to minimize such breakage, it has been proposed to equip thecar or vehicle bodies with bulk head structures functioning to partitionoff the section or sections containing stacked merchandise so as toprevent the aforesaid losses. The prior bulk heads of this characterhave been only partially successful, however, due to certain inherentdefects and limitations both in the structure of the bulk head itselfand in the manner in which it was mounted or supported in the cars.

A primary object of the present invention therefore is to provide apractical bulk head structure of the general character set forth,cap-able of application to existing railway cars and other vehicles andhighly efiective in its intended function, said bulk head being readilyadjustable longitudinally of the car and affording a highly efiicientand flexible means for containing shipments of merchandise in stablestacks within the car.

Another object of the invention is to provide a bulk head structure ofthe stated character which by reason of its structural form and themanner in which it is mounted in the car will be unaffected in anyadverse sense by the weaving action of the car structure which occursduring movement of the car on the rails.

Still another object of the invention is to provide a bulk headstructure of the stated type having generally improved means foradjustment in the car and for anchorage in the desired adjustedposition. I

A further object is to provide a bulk head structure of the characterset forth constructed and mounted in a manner such that the elements ofthe structure may be adjusted to retracted positions against the wallsof the car and may be readily demounted for removal bodilyf'rom' thecar.

- A stillfurther object is to provide a bulkhead of the stated classconstructed and mounted so as to have no adverse effect upon thestructure of the car in which it may be installed and particularly uponthe walls thereof.

The invention resides also in certain structural and mechanical detailshereinafter described and illustrated in the attached drawings wherein:

Fig. 1 is a fragmentary transverse sectional view illustrating our bulkhead installed in a. railway car and in operative position within thelatter;

Fig. 2 is a plan view of the structure illustrated in Fig. 1;

Fig. 3 is a fragmentary longitudinal sectional View through the carillustrating one of the main sections of the bulk head turned backagainst the side wall of the car;

Fig. 4 is an enlarged fragmentary transverse sectional view showingdetails of the bulk head structure;

Fig. 5 is a sectional view Fig. 4; Y

Figs. 6 and '7 are sectional views on the lines 6-45, and 1-4,respectively, of Fig. 3;

Fig. 8 is an enlarged fragmentary view in perspective of one of thefunctional elements of the structure;

Fig. 9 is an enlarged sectional view on the line 9-9, Fig. 1;

Fig. 10 is 'a sectional view on the line l0-l0, Fig. 5;

Fig. 11 is an enlarged fragmentary side elevational view illustratingthe mode of operation of an element of the apparatus;

Fig. 12 is a sectional view on the line i2-|2', Fig. 1;

Fig. 13 is a sectional view on the line Iii-l3, Fig. 1; I

Fig. 14 is an enlarged plan view of an element of the apparatus as seenfrom the line I4l4,

on the line 5-5,

' Fig. 5;

Fig. 15 is a sectional view on the line Iii-15, Fig. 1;

Fig. 16 is a fragmentary enlargement partly in section showing a detailof the apparatus, and Fig. 17 is a sectional view on the line I lll,Fig. 1.

Inthe drawings, the reference numerals I and 2 designate the side wallsof a rail car, and It the floor of the car. Suitably secured to thefloor 10 and extending along each of the side walls in slightly spacedrelation to the latter is a channel, 3 and 4 respectively, formingrecessed tracks or guide rails which function as hereinafter described-Similar, inverted channels, 5 and 6 3 respectively, are supported inelevated positions on the respective side walls through the medium. ofbrackets I, the channel being in vertical alignment with the channel 3,and the channel \5 in vertical alignment with the channel 4, as bestillustrated in Fig. 1. These channels will extend preferably over thefull length of the car with exception of the areas immediately oppositethe doors, and the ends of the channels which adjoin the doors are openand unobstructed.

With reference to Fig. 2, it will be noted that each of the side walls Iand 2 comprises inner and outer wall panels or sheathing, 8 and 9respectively, and intermediate studs Ii including in the presentinstance structural metallic members l2. The brackets I, which consistin the present instance of substantially triangular metal plate, areWelded or otherwise rigidly secured to the members I2 of the wallstructure and extend through the sheathing 8, the rails 5 and 6 beingwelded or otherwise suitably secured to the lower edge portions of thebrackets. By this means the upper rails 5 and 6 are rigidly attached tothe wall structures.

Supported in upright position between the rails 3 and 5 is a post l3,see Figs. 1 and l, which comprises upper and lower separately formedsections l4 and IS, the proximate ends of these sections being threaded,as indicated at 15, for reception of a turnbuckle 11. This turnbuckleunites the sections l4 and I5 and affords a means for axially extendingand contracting the post so as to vary the effective length of thelatter. The lower end of the post is provided with an elongated shoe l8which fits slidably within the lower channel 3, and, as shown in Fig. 5,the shoe is rigidly secured to the lower end of the post through themedium of angle plates l9 and 20, one on each side of and united to thepost, preferably by welding, along the edges '2l and 22, and along theadjoining edges 23 and 24 to the upper surface of the shoe I8.

A similar shoe 25 is secured to the upper end of the post I3 and isslidably fitted to the channel 5, it being apparent that the shoes 18and 25, being of substantial length, function in conjunction with therails 3 and 5 to maintain the post IS in upright substantially verticalposition. By adjusting the turnbuckle 11 so that the effective length ofthe post is somewhat less than the vertical distance between the webs ofthe channel rails 3 and 5 the post may be readily adjustedlongitudinally of the car in the rails; and the post may be immobilizedin the rails by adjustment of the sleeve I! to increase the length ofthe post to an extent causing it to jam between the rails in obviousmanner. In order to make this anchorage of the post between the railsmore positive the upper shoe 25 may be provided with a plurality of setscrews 26 the pointed tips of which project beyond the upper surface ofthe shoe so that when the shoe is forced upwardly the tips will bebrought into forcible engagement with the opposed surface of the channel5. Preferably the screws are staggered, as shown in Fig. 14, so that notwo will engage the rail on the same longitudinal line.

As shown in Fig. 16 the end 21 of the turnbuckle H is made externally ofhexagonal form for engagement with a wrench element 28. The wrenchconsists of an annular body member 29 having an hexagonal bore or socketwhich fits the upper end of the turnbuckle, and a flange plate 3| at thetop extending inwardly so as to overlap the hexagonal socket and therebyto afford a support for the wrench upon the upper edge of theturnbuckle. The flange 3| has a central opening for the post E3. Themember 29 has spaced lugs 32, 32 between which a handle element 34 issuspended on a pin 33, the handle being used to manipulate the wrench.The wrench is normally seated on the upper end of the turnbuckle, asshown in Fig. 16, and may be freely lifted from the turnbuckle andturned independently on the post to a new engagement position.

Threaded on the lower section 15 of the post [3 immediately below theturnbuckle H, is a stop nut 35. This nut is preferably of theself-locking type and its function is to limit actuation of theturnbuckle to a safe range precluding inadvertent contraction of'thepost to an extent freeing the post from the upper channel rail.Normally, therefor, manipulation of the turnbuckle to reduce the lengthof the post can progress only to the extent of releasing the post foradjustment longitudinally of the supporting rails 3 and 5 and not to apoint permitting the upper end of the post M to leave the channel 5. If,however, it should be desired to separate the post l3 from the rails 3and 5, the nut 35 may be turned down on the post section l5 so as topermit the required actuation of the turnbuckle.

By reference to Figs. 5, 10 and 11, it will be noted that the plate 19of the lower shoe assembly has pivotally mounted therein a member 31;this member comprising a pair of arms 38, 38 located respectively atopposite sides of the plate I9 and rigidly connected by a cross bar 39.A bolt 40 provides the pivotal connection in the plate, and the lowerends of the arms 33 diverge so that their lower ends respectivelyoverlie the upturned flanges of the rail 3. Pivotally mounted in thelower end of each of the arms is a dog 35, the lower convex and toothedsurface of which engages the upper edge of the proximate side flange ofthe rail. The arms are supported by the dogs in a position slightlyinclined to the vertical, as illustrated, so that the member 3! may acteffectively as a detent preventing movement of the post assembly in theone direction (to the right as viewed in Fig. 5) while permitting freemovement in the opposite direction. The detent may be released byelevation about the pivot 40.

Pivotally supported on post I3 is a gate or bulk head panel 4|. The gateconsists in the present instance of a substantially rectangular framecomposed of channel bars 42, 43, 44 and 45, forming the two sides, thebottom and top rails of the gate, these members being secured togetherat their ends by welding or other suitable means and being reenforcedand rigidified by a series of transverse channels 46, which extendbetween the adjoining pairs of the channels 46 and are welded orotherwise secured to the latter, see Fig. 13. Extending transverselyfrom the bar 43 is a vertical series of hinge pieces. 48 which areapertured for reception of the upper and lower elements I and it of thepost l3, and the end of the bottomrail 44 is extended beyond the sideupright 43 and is similarly apertures for reception of the lower postsection 15, this end of the rail 44 resting upon a collar 49 welded orsuitably secured by other means to the said post. By this means the gateor panel member 4! is pivotally connected to the post and is supported,in a relatively elevated position upon the latter. Relative pivotalmovement of the gate and post is limited by step pins 50 fixed in theelements 14 and I5 of the post I3 near the top and bottom of the gaterespectively, see Figs. 1 and 15, which coact with a shoulder 50a. onthe adjoining hinge pieces 48. In this manner the elements [4 and I5 areestablished in a predetermined relation since neither element can beturned independently through more than approximately 90 degrees withrespect to the other element or to the turnbuckle. The said relation isdetermined by the eifective distance between the post-supporting railsand the overall length of the post required for efiicient operation inthe rails.

The channel upright d2 extends downwardly below the bottom rail 44 andhas attached thereto a short cylinder 5|, see Fig. 9, which forms acasing within the lower end of which is slidably supported a block 52.This block is secured to the lower end of a rod 53 which extendsupwardly and through an aperture 55 in the top Wall of the casing, theupper end of the rod 53 being threaded and being provided with a nut 55which limits the downward movement of the block 52 in the casing. Aspring 56 surrounds the rod 53 and is confined between the block 52 andthe top wall of the casing, the spring thereby exerting pressure tendingto hold the block 52 in the bottom of the casing in the position shownin Fig. 9. Rotatably secured in a socket in the bottom of the block 52is a spherical element 51 and this element 57 will normally contact thefloor of the car, as illustrated in the drawings, to thereby resilientlysupport the outer free end ofthe panel structure M i. e. the end remoteto the post It about which the panel pivots. Slidably supported on thefront of the channel $2 is a plate 6!, see Figs. 1 and 7, this platebeing held in position against the face of the channel by studs 62 whichpass through slots 53 in the plate so as to permit vertical adjustmentof the plate on the wall of the casing.- The lower end of the plate tiis tapered, as indicated at lid, and the function of this plate will behereinafter described.

The gate 4! described above may be swung about the post [3 between theextended or operative position, shown in Fig. 1, and a retractedposition illustrated in Fig. 3 wherein the gate is turned back parallelto the side wall 2. In this position the lower end of the outer sidemember 42 of the gate rests within the channel 3, and

.in order to admit this lower end to the channel the latter is providedwith slots 65 in the upright flange or side thereof which faces thecenter of the car. By adjusting the gate in the channel until the lowerend of the member 32 registers with one of these slots 65 the said lowerend may pass into the channel, and further adjustment along the railswill then carry the lower end of the upright out of registry with theslot 65 so as to preclude accidental displacement of the gate from theretracted position. The lower end 64 of the plate 6|, when the plate isin the normal position shown in Fig. 7, will engage the side walls ofthe channel with wedging action tending to lock the entire gatestructure against displacement longitudinally of the channel rails inwhich it is supported.

At the top of the gate ii and near the said outer or free end thereof isa spring clip $6, the specific form of which is best shown in Fig. 6.When the gate is in retracted position this spring element will engagethe upper channel ,5 and, by reason, of the upwardly bowed portion 61of. the spring which projects into the interior of the channel, willconstitute a spring latch anchoring the upper outer corner of the gateto the rail. Thus, in the retracted position all four corners of thegate may be eifectively immobilized against movement when the car is inmotion. A stop element 69 at the top of the gate and adjacent its outerend acts by engagement with the outer face of the upper rail 5 to limitthe opening movement of the gate and to relieve the spring clip 66 ofthis function.

As shown in Fig. l the gate 4|, when in the operative position, extendsapproximately half way across the Width of the car, and acorrespondingly constructed gate 68 is suspended from a post 69 at theopposite side of the car, identical in form with the post l3 andsupported in similar manner on the rails 4 and 6 and completes the bulkhead structure. Since the structural form and mode of suspension of thegate 68 is identical with that of the gate 4|, no specific descriptionof the former gate will be given, and corresponding parts may beidentified by the same reference numerals.

When the gates M and 68 are in the extended positions as shown in Fig.1, outer side member 42 of the gate 4! will be slightly spaced from thecorresponding outer side member m of the gate 68. In each of the gatesthe outer member, 42 and ill respectively, is slotted vertically, asindicated at H and i2 in Fig. 8, these slots registering with eachother. Pivotally secured to the gate 68 in a position in which it can beprojected outwardly through the slot 12 is a segmental bolt i3, and whenthus projected, as shown in Fig. 8, this bolt will intersect both of theslots H and 72, bridging the space between the confronting outer edgesof the gates, and Will thereby interlock the gates in the extended oroperative positions. In the area of the slot 72 the gate 68 is providedwith reenforcing plates, 'M and 15 respectively, which are secured inspaced relation between the inner face of the outer upright Hi and oneof the horizontal channel bars it, which correspond to the bars of thegate il previously described. In the present instance the plates '54 and15 are welded at their edges to the upright Hi and transverse bars i6and constitute rigid elements of the gate structure. The space i7between the plates i l and 15 corresponds substantially in width to thethickness of the bolt so that the bolt may move freely within the spaceH but will be supported by and between the plates. The bolt it ispivotally supported upon a pin 78 which extends between and is supportedin the plates M and 1 5 behind the slot 72 of gate 58, and.

when the bolt it is projected, as illustrated in Fig. 8, it will passinto the space M between reenforcing plates l9 and iii in the gate 4|and will find support between the latter. An aperture 80 in the bolt itaffords a means for advancing and retracting the bolt. This boltingstructure is readily manipulated and has the strength and rigidity tohold the outer ends of the gates ti and 68 together under the loadconditions.

A. similar bolting device designated generally by the reference numeral83 is provided in the lower portion of the gate ti; and above the'bolt13, a third and like bolting device 84 is provided, again in the gate4!.

While it is preferred to form the slots H and 12 of the uniform widththroughout and to make the bolt 73 also of uniform thickness, it may befound desirable to taper the slots and the bolt downwardly, as indicatedin Fig. 12, so that when 7 the bolt is projected into the operativeposition it will wedge itself solidly in the slots.

In operation of this bulk head, for supporting less-than-carload lots ofmerchandise for example stacked in an end of the car, the gates mayfirst be adjusted in their respective rails to positions wherein theylie against the exposed face of the stack or close to said face. Thegates may be thus adjusted individually, or may be locked together inthe extended portions and be moved as a unit. The turnbuckles I1 and 85of the respective posts it and 69 will then be turned to force the upperand lower ends of the posts into secure frictional engagement with therails. In this operation, the points 26 in the upper shoe 25 and thesimilar points in the corresponding upper shoe 86 of the post 69 willmaterially increase the frictional grip between these shoes and therespective upper rails and 6. The detent 36 in the lower end of the post69, will also operate to lock the lower ends of the posts in position.With the gates extended and the bolts 73, 33 and 84 in the operativepositions, the gates will be locked in place to maintain the merchandisein the normal stack at the end of the car. Access to the goods throughthe bulk head may be prevented by providing expanded metal or othersheathing at one side and over the entire areas of the respec tivegates, as shown at 81 in Fig. l; and the gates themselves may be lockedtogether by chains passed around the outer end members and padlocked, orby other suitable means.

It is to be noted particularly that whereas the bulk head structure as awhole is solidly anchored in position, there is still freedom forrelative movement between the gate elements 4! and 68, the only rigidconnection between the gates and the car structure being at the posts l3and 69. This structural feature has an important function in permittingthe bulk head structure as a whole to accommodate itself to the Weavingaction of the car which inevitably occurs when in movement on the rails.The car does not constitute a rigid structure, and the ability of thetransverse bulk head to accommodate itself to the distortional movementsof the car in which it is anchored is essential in order to precludedamage to and eventual destruction of the bulk head. The nature of thebolt devices '13, 83 and 84 described above also contribute to theability of the gates to adjust with respect to each other in the planeof the bulk head to the weaving movements of the car. Similarly, thespring backed bearings 5? at the outer ends of the gates or panelsafford a degree of freedom for self adjustment of the panel structuresto the relative angular displacements that may occur in travel betweenthe side walls and floor of the car.

In removing the bulk head, in order to afford access to the goods forunloading, the bolts 13, 83 and 85 may first be retracted, it beingnoted that the space between the confronting edges of the gates Al andB8 affords access for a. bar or other instrument that may be required todrive the bolts back to their retracted positions. Release of the bull;head may also be eifected by manipulation of the turnbuckles I7 and 85,or either one of them, which will release the primary support and permitthe bulk head structure to move back in the supporting rails.Manipulation of the turnbuckles may be efiected by way of the wrenchelements 28, which after a given angular movement may be elevated fromthe upper ends of the turnbuckles and reapplied in a position permittingan additional increment of angular movement. The

8 release movements of the turnbuckles, however, is limited, aspreviously described, by the stop nuts 35 so that the operator may notinadvertently contract the posts 13 and 69 to an extent releas ing themfully from the upper channels 5 and 6. If it be desired, however, toremove either or both of the gates 4| and 68 from their supportingchannels the nuts 35 may be adjusted so as to permit the turnbuckles toeffect the required longitudinal contraction of the posts.

It is to be noted that the method of mounting the channel rails, one ofeach pair on the floor and the other rigidly secured to the structuralmembers of the side wall, practically precludes damage to the floor,walls and other interior parts of the car by the bulk head structure.

A car equipped for bulk heads of this con struction may receive anyrequired number of the bulk head structures so that eachless-thancarload lot of merchandise to be transported may be confinedsafely within its individual compartment, or may occupy with otherless-than-carload lots given areas of a single compartment. In effect,the invention provides a structurally simple but strong and rugged bulkhead device adjustable longitudinally in the car as may be required todivide the car space into a plurality of compartments within which themerchandise to be transported may be safely and securely stacked underconditions substantially precluding damage due to inadvertentdisplacement of the merchandise from the stack.

The invention, described above in a preferred embodiment, while findingan application of primary importance to rail cars, may be used also toadvantage in other vehicles employed for transporting merchandise. Also,the aforedescribed embodiment may be modified in detail to a materialdegree without departure from the invention as defined in the appendedclaims.

We claim:

1. In an adjustable bulk head structure for merchandise transportvehicles, a pair of upright members and means for releasably securingsaid members in selected positions at opposite sides respectively of thevehicle body, a panel structure pivotally attached to each of themembers for swinging movement between a retracted position, wherein thepanel lies substantially parallel to the proximate side wall of thebody, and an extended position wherein the panel lies substantiallynormal to said wall, the free outer edges of the panels lying inproximity to each other when the panels are in the extended positions,and means for releasably securing the said outer edge portions of thepanels together.

2. A bulk head structure according to claim 1 including resilientsupport means for the outer end of the panel.

3. A bulk head structure according to claim 1 wherein the panelstructures are supported on the respective upright members with freedomfor displacement upwardly on the latter.

4. A bull: head structure according to claim 1 wherein each of theupright members is slidably engage at top and bottom respectively in achannel rail mounted on and extending longitudinally of the vehicle,said member having a channel-engaging shoe at both top and bottomprecluding angular displacement of the member with respect to the rail.

5. A bulk head structure according to claim 4 wherein the upper shoe isprovided with means for frictionally interlocking the shoe with therail.

6. A bulk head structure according to claim wherein the said frictioninterlock means consists of a plurality of elements detachably securedin the shoe and having pointed extremities projecting beyond the upperrail engaging surface of the shoe for engagement with the bottom of thechannel when the upright member is extended.

'7. A bulk head structure according to claim 1 wherein each of theupright members is slidably engaged at top and bottom respectively in achannel rail mounted on and extending longitudinally of the vehicle,said member having a shoe at the lower end thereof seated slidably inthe lower channel rail and having retractable means for frictionalengagement with the rail so as to immobilize the shoe in the channel.

8. A bulk head structure according to claim '7 wherein the saidimmobilizing means comprises an arm pivotally attached to the uprightmember and depending over an upper edge of the channel, and a dogpivotally attached at the lower end of said arm and having a toothedconvex lower surface for engagement with the said upper edge of therail, said arm being offset from the vertical when the dog is in contactwith said upper edge.

9. An adjustable bulk head structure according to claim 1 wherein theouter edge portions of the panels contain vertical registering slots,and

wherein further one of said panels carries a plate-like bolt memberadjustable through the slot of the carrying panel and into theregistering slot of the other panel to thereby secure the outer edges ofthe. member. together against relative lateral displacement.

10. A bulk head structure according to claim 9 wherein each of the panelstructures comprises a plate extending rearwardly from and at each sideof the bolt slot, said pairs of plates closely confining the bolt whenin the operative position.

11. A bulk head structure according to claim 1 wherein each of the panelstructures is provided at its outer free end with a floor-engagingbearing.

12. A bulk head structure according to claim 11 wherein the bearingmeans is resiliently supported in the panel structure.

13. A bulk head structure according to claim 1 wherein the lower end ofthe upright member is supported on the floor of the vehicle and theupper end on the adjoining wall.

14. A bulk head structure according to claim 13 including means forresiliently supporting the outer end of the panel from the said floor.

15. In an adjustable bulk head structure for merchandise transportvehicles, complementary upper and lower rails extending longitudinallyat each side of the vehicle body and supported respectively on the sidewall and floor of the said body, an upright member engaged at top andbottom respectively with the upper and lower rails of each complementarypair for adjustment longitudinally of the latter, means for releasablyanchoring the members in adjusted positions on the rails, a panelstructure pivotally attached to each of the members for swingingmovement between a retracted position, wherein the panel liessubstantially parallel to the proximate wall of the said body, and anextended position wherein the panel lies substantially normal to saidwall, the free outer edges of the panels being in proximity to eachother when the panels 10 for releasably securing the said outer edgeportions of the panels together.

16. In an adjustable bulk head structure for merchandise transportvehicles, complementary upper and lower rails extending longitudinallyat each side of the. vehicle body; an upright member engaged at top andbottom respectively with the upper and lower rails of each complementarypair for adjustment longitudinally of the latter, means for releasablyfrictionally interlocking the upright members with the rails to anchorthe said members in adjusted positions on the latter, a panel structurepivotally attached to each of the members for swinging movement betweena retracted position, wherein the panel lies substantially parallel tothe proximate wall of the said body, and an extended position whereinthe panel lies substantially normal to said wall, the free outer edgesof the panels being in proximity to each other when the panels arealigned in the extended positions, and means for releasably securing thesaid outer edge portions of the panels together.

17. A bulk head structure according to claim 16 wherein the frictionalinterlocking devices include means for extending and contracting theupright member between the rails soas selectively to bind the memberbetween the rails and to release the member from said bindingengagement.

18. A bulk head structure according to claim 17 wherein the uprightmember consists of upper and lower aligned elements engaged respectivelywith the upper and lower rails, the adjoining portions of said elementsbeing oppositely threaded for reception of a turnbuckle by means ofwhich upright member may be extended and contracted.

19. A bulk head structure according to claim 18 wherein means isprovided for limiting the contractive movement of the turnbuckle so asto preclude complete disengagement of the upright member from the rails,said limiting means being adjustable to permit contraction of the saidmember by action of the turnbuckle to an extent releasing the upper endof the member from the upper rail.

20. A bulk head according to claim 19 wherein the turnbuckle actuatingmeans consists of a. wrench permanently mounted in the upright memberand movable between operative and inoperative positions with respect tothe turnbuckle.

21. In an adjustable bulk head structure for merchandise transportvehicles, a pair of upright members and means for releasably securingsaid members in selected positions at opposite sides respectively of thevehicle body, a panel structure pivotally attached to each of themembers for swinging movement between a retracted position, wherein thepanel lies substantially parallel to the proximate side wall of thebody, and an extended position wherein the panel lies substantiallynormal to said wall, the free outer edges of the panels lying inproximity to each other when the panels are in the extended positionsand containing vertical registering slots, a plate-like bolt memberpivotally mounted on one of said panels and adjustable through the slotof the carrying panel and into the registering slot of the other panelto thereby secure the outer edges of the members together againstrelative lateral displacement, a plate on each of the panel structuresextending rearwardly from are aligned in the extended positions, andmeans and at each side of the bolt slot so as to closely aerate 11confine the bolt whenrin the operative position, and said slots and the'plate-like bolt member being tapered toward the bottom whereby the boltmay have wedging engagement with the slots when in the operativeposition.

22. In an adjustable bulk head structure for merchandise transportvehicles, complementary upper and lower rails extending longitudinallyat each side of the vehicle body, an upright member engaged at top andbottom respectively with the upper and lower rails of each complementarypair for adjustment longitudinally of the latter, means for releasablyanchoring the members in adjusted positions on the rails, a panelstructure pivotally attached to each of the mem bers for swingingmovement between a retracted position, wherein the panel ,sliessubstantially parallel to the proximate wall of the said body, and anextended position wherein the panel lies substantially normal to saidwall, the free outer edges of the panels being in proximity to eachother when the panels are aligned in the extended positions, means forreleasably securing the said outer edge portions of the panels together,and means for interlocking the free ends of the panels with therespective supporting rails when the panels are in the retractedpositions.

23. In an adjustable bulk head structure for merchandise transportvehicles, complementary upper and lower rails extending longitudinallyat each side of the vehicle body, an upright member engaged at top andbottom respectively with the upper and lower rails of each complementarypair for adjustment longitudinally of the latter, said upright membercomp-rising upper and lower elements and means for relatively adjustingthe elements to vary the effective height of the member, means forreleasably anchoring the members in adjusted positions on the rails, apanel structure pivotally attached to each of the mem-- bers forswinging movement between a retracted position, wherein the panel liessubstantially parallel to the proximate wall of the said body, and anextended position wherein the panel lies substantially normal to saidwall, the free outer edges of the panels being in proximity to eachother when the panels are aligned in the extended positions, and meansfor releasably securing the said outer edge portions of the panelstogether.

24. A bulk head structure according to claim 23 including means forpreventing material displacement of the said elements with respect toeach other except by said adjusting means.

25. In a bulk head structure for merchandise transport vehicles, a pairof guide rails permanently secured in vertically aligned positions ateach side of the vehicle body, complementary independent bulk headmembers adjustably supported in said pairs of rails respectively, andmeans confined to said members and rails for anchoring the members inadjusted operative position in the vehicle, said anchoring meanscomprising anchoring elements and means forexpanding said elementsbetween and into forcible engagement with the rails of the respectivepairs.

References Cited in the file of this patent UNITED STATES PATENTS NumberName Date 199,685 Bergman Jan. 29, 1878 1,085,285 Monesmith Jan. 27,1914 1,896,198 MacMillan Feb. 7, 1933 2,155,463 Angell Apr. 25, 19392,155,872 Reifer et a1. Apr. 25, 1939 2,501,420 Steins Mar. 21, 19502,516,527 0ltz July 25, 1950 2,517,823 Angell Aug. 8, 1950

